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Po r tS e c u r i t y
“Security Challenges in the Ports,,
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Background
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Background
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Background
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Background
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Background
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A new type of terrorism, aiming to destabilize the global economy, with long term focus,
well financed and high degree in sophistication in planning and execution.
• Attacking the ship to provoke
human casualties.
• Using the cover of seafarer identities to
insert terrorist operatives.
People
• Using cargo to smuggle people
and/or weapons.
• Using cargo to transport conventional,
nuclear, chemical or biological
weapons.
Cargo
• Using the vessel as a weapon
• Using the vessel to launch an attack.
• Sinking the vessel to disrupt
infrastructure
Vessels
• Using revenue from shipping to fund
terrorist activities.
• Using ships to launder illicit funds
for terrorist organisations.
Money
• Loss of life and damage to property.
• Disruption to trade flows.
• Additional cost of transport due
to additional security measures
External
Impacts
Maritime Security - Issues of Complexity
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Seaport Community
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Strategies to encounter “new terrorism”
• CSI (USC container security initiative)
• C-TRAT (USC trade partnership against terrorism)
• CSP (Crew security plan)
•AMS (Automated manifest system)
• ISPS (International Ship and Port facility Security
Code)
• SSN (Safe Sea Net )
• AIS (Automatic identification system)
In short: Transparency, clarification of responsibilities and proactive intelligence,
seems to be the key strategies.
What are the Challenges?
• Approx. 90% of world trade moves in shipping containers
- Any reduction of throughput is likely to have a significant impact on regional and national economies.
• Global business enterprise, and trading systems in particular, are vulnerable to terrorist incidents
- Perturbation of maritime supply chains will impact on movements of material across large sections of the
network.
• The asymmetry of approach in modern terrorism can make use of systems of commerce
- Maritime trade as a vector for terrorism.
Security in Maritime Trading Systems
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BuyerTrans
Security Initiatives across Supply Chains
Maritime TransProducer
Composition Decomposition
Customs
(Port)Customs
(Port)
ISPS
CSI
C-TPAT
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ISPS – International Ship and Port facility Security Code
•Initiated by IMO (International Maritime Organization) in December 2002.
•Part of the 1974 SOLAS convention (148 Contracting Governments)
• Implemented from 1st July 2004
“ Considered to be of crucial significance not only to the international
maritime community but the world community as a whole, given the pivotal
role shipping plays in conduct of world trade”
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ISPS – the requirements
•Mandatory• Ship Security plans
• Ship security officers
• Company security officers
• Certain onboard equipment
• Port facility security plan
• Port facility security officer
• Certain security equipment
• Monitoring and controlling access
• Monitoring the activities of people and cargo
• Availability of security communication
•Marsec level 1,2 and 3
•Non-mandatory • Guidelines on how to meet the
requirementsISPS is risk management of ports, offshore terminals or when underway at sea,
with objective to reduce the vulnerability related to the threat of terrorism.
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ISPS – implementation
• 90% of all ships and ports certified already
• Huge variation in how the ISPS is implemented in the Ports:
• Bare minimum approach most common.
• US and Panama more strict
• Huge variation in how the ISPS is implemented onboard the vessels
•Bare minimum approach most common
•Chemical, container, Ro/Ro & cruise more strict.
• Limited experience related to impact on
changes in security level
• Marsec 2 or 3 is expected to have serious negative impact on operations.
• In general : Now considered to be a part of the normal business.
The implementation of ISPS took only 18 months, against the usual 6 to 8 years
for other IMO adoptions.
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Countries Currently not in
Compliance with ISPS
• Albania
• Benin
• Dem. Rep. of Congo
• Equatorial Guinea
• Guinea
• Guinea-Bissau
• Kiritbati
• Lebanon
• Liberia
• Madagascar
• Mozambique
• Nauru
• Nigeria
• Serbia and Montenegro
• Sierra Leone
• Solomon Islands
• Suriname
There are no penalties or “black list” of countries not complying with ISPS.
It’s expected that market force and economic factors will drive compliance.
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Consequences of non-compliancy to various security measures• Cargo / containers rejected for
loading
• Vessels to be denied berthing
• Terminals declined as option
for port call
• Ports excluded as option for
port calls
• Countries to be found too risky
and thus not preferred as trade
partner.
“The consequences of either failing to comply or failing to maintain continuous
compliance with IMO’s special measures to enhance security, could be serious
and far reaching”
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Future?
How will the terrorists success in the
future?
How effective are the security measures
implemented?
What kind of impact will the security
regulation have on trades?
The effect of “fear” driven security regulation to ensure stable operations environment
would need to be balanced against the negative impact these regulations might have
on the global trade.
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Security of a Port Facility
Technology is important but not
forgotten the importance of
1. People
2. Policy
3. Procedures,
rules and laws
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Globalization of Port Security
Its Origins,
Its Transition and
Its Current Status
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Three Phase Development
• Phase 1 - Harmonizing divergent
Customs Practices
• Phase 2 - 9/11 and Port Security
• Phase 3 - Chain of Custody
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Phase 1: Pre 9/11 (1999-2001)
Recognition of
the Need for
Cooperation
and
Modernization
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Modernizing Customs
Revised Kyoto Convention of 1999
a) simplifying Customs procedures
b) information technology
c) automated targeting systems
d) maximum use of information technology
f) e-commerce
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Phase-2: 2001-2004
Post 9/11 and the
Maritime Model
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MOMENT9/11
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Emergence of Security Programs
• Customs Trade Partnership Against Terrorism (C-TPAT), 2001
a) Originally 7 companies
b) Now 8,322 firms
c) 7 security areas mandated
d) focus on importer, vessel carrier, and
port/terminals
• U.S. Container Security Initiative (CSI), 2002
a) Generated the 24 hr. Rule
b) 32 Countries participating, 58 Ports
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First U.S. Laws and Port Security
Trade Act of 2002 as amended by The
Maritime Transportation Security Act in
November 2002
1. Advance Cargo Data (electronically)
2. Security-Related
Vessel identification system
Vessel security plans
Port security assessments; and in the
3. Operational and efficiency Matters
Maritime intelligence system
Grants program
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International Organizations/Standards
1. Transported Asset Protection
Association (TAPA) issues Freight
Security Requirements, 2001
2. International Maritime Organization
(IMO)
i. Creation of International Ship and Port
Facility Security Code (ISPS)
ii. ISPS went into effect 2004, “Special
Measures to enhance Maritime Security”
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UN Economic Commission for Europe
Recommendation 33,
(Approved September, 2004)
The Single Window through which
“…trade-related information and/or
documents need only be submitted once
at a single entry point to fulfill all import,
export, and transit-related regulatory
requirements.”
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Phase-2 Culminates In
The Maritime Model:
Port-to-Port Security
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Until 2004 - The Maritime Focus
The problem in maritime security is to prevent a single point of failure. Depends on scalable layers of security
Full and complete national and international coordination, cooperation, and intelligence and information sharing among public and private entities are required to protect and secure the maritime domain.
Five strategic actions:
• Enhance International Cooperation• Maximize Domain Awareness• Embed Security into Commercial Practices• Deploy Layered Security• Assure Continuity of the Marine Transportation System
The layers concept - Strategy
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Physical protection is a fundamental layer of security.
Primary protection measures by government agencies include:• Maritime security or enforcement zones• Vessel movement• Control• Inspection of targeted cargo.
Security zones are established and enforced around designated fixed facilities, certain vessels in transit, and sensitive geographic areas to provide an exclusion zone for controlled access and use only by the government.
Around these zones, the private sector employs other layers of physical security, such asaccess barriers, fencing, lighting, surveillance cameras, and guards, along with oversightprocedures, to ensure system integrity for the critical infrastructure and key resources thatthey own and operate.
Security Layers
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• Physical cargo inspection adds another layer of security.
• Interdiction of personnel and materials that pose a threat.
• Cargo inspection according to e-papers or Documents
• Vessel inspection according to network intelligence information
• etc
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Security Layers
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Phase-3: 2004 - 2008
A New View:
Origin to Destination
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Modernizing Customs
Kyoto Convention ICT Guidelines
(Information and Communication Technology)
2004
• electronic exchange of information at
export and import
• chain of “electronic” data
• single global schema linked
electronically
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The EU Factor
EC Regulation No. 1935/2004
a) origin to destination and traceability
b) safety of foodstuffs
EU report # 40008032-6-2 - 2005
a) security essential to supply chain
b) supply chain secure origin to destination
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The EU’s AEO
AEO (Authorized Economic Operator)
2006
a) Use of advance electronic data
b) Electronic records
c) Security Compliance to SAFE Framework
d) Adopting of Single Window Concept
e) Authorized access to cargo and control of seals
f) Control of cargo from loading to unloading
g) Generally Consistent to C-TPAT
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What Does it All Mean?
The New Model:
Electronic Global Chain of
Custody (EGCC)
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Maritime Model Obsolete
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The New EGCC
Global Supply Chain Defined
a) No longer port-to-port
b) Now Origin to Destination
Technology Needed
a) No longer RFID-only
b) Satellite
c) GSM/Zigbee
d) 3rd
party platforms, servers, and call centers
A SINGLE WINDOW Implementation In U.S.
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U.S. Single Window
International Trade Data System (ITDS)
establishes a single portal system: ACE
ACE (Automated Commercial Environment) Eventually Combines:
a) Automated Manifest System (AMS)
b) Automated Broker Interface (ABI)
c) Automated Export System (AES)
d) Automated Commercial System (ACS)
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Types of Data: CSI’s 24-hr. Manifest
Carrier SCAC Code Foreign Port of Lading
Last Foreign Port First Foreign Place of
Receipt
Vessel Name Vessel Country
Voyage Number Date of Arrival at First US
Port
IMO Vessel ID Number Port of Unlading
Date of Departure from Port Time of Departure from Port
Container Number
Commodity Description (with HTS-6)
Commodity Weight
Bill of Lading Number
Shipper Name and Address
Consignee Name and Address
Hazmat Code
Seal Number
Numbers and Quantity
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Proposed “10 + 2” Data
Manufacturer Name and Address
Seller Name and Address
Buyer Name and Address
Ship To Name and Address
Container Stuffing Location
Consolidator Name and Address
Importer of Record Number
Ultimate Consignee Number
Country of Origin
Commodity/HTS-6 digit
Stow Plan
Container Movement Data
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EGCC Today
Origin to Destination
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Electronic Global Chain of Custody Model
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Electronic Global Chain of Custody
Paradigm
Virtual Network
Place of
Origin
1.Container #
2.Device#
3.Date/time/seal
4.Aurthorization ID
5..Activation
PORT OF ORIGIN
24 hr. Manifest
Customs and
Border
ProtectionInternet
1.Container#
2.Device#
3.Date/Time
4.Integrity Reading
Sails to destination
port
EGCC Capabilities•Tracking
•Detecting
•Recording
•Transmitting
•3rd Party Verifying
PORT OF
DESTINATION
Place of
Destination
. . . . And one Comment
Security vs Safety
Safety Security
